Internal-combustion engine.



v H. T. PREBLE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC. 27, I912.

Patented Aug, 10, 1915.

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H. T. PREBLE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC. 27. 1912.

1,149,984 Patented Aug. 10, 1915.

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HENRY '1. PREIBLE, OF BERKELEY, CALIFORNIA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Aug. 10, 1915.

Application filed December 27, 1912. Serial No. 738,819.

To all whom it may concem:

Be it known that I, HENRY .T. PREBLE, a citizen of the United States, and a resident of the city of Berkeley, county of Alameda, and State of California, have invented new and useful Improvements in Internal-Combustion Engines, of which'the following is a specification.

This invention relates to'improvements in internal combustion engines, and more particularly to the throttle control thereof.

The object of the invention is to provide means for controlling the engine speed by controlling the throttle independent of the throttle governor. I

The particular object is to reduce the speed when the engine is running idle or under a very light load.

The speed range of the governor control is fixed according to the load capacity of the engine. The function of the governor is to prevent the engine racing when the load is reduced suddenly, and to restore the speed if it is reduced by overload. Since the reserve force of an internal combustion engine is represented by the momentum of the fly whee], it is the function of the overnor to maintain the speed at or near the maximum with load. Manifestly the governor cannot reduce the speed when the maximum governorspeed is unnecessary. Therefore, manual control for reducing the speed is desirable.

In the drawings: Figure 1 is a'side elevation of this invention applied to an internal combustion engine. Fig. 2 is a plan view from above of the same. Fig. 3 is an end elevation of the same. v

In detail the construction consists of the governor comprising the hub 1 fixed upon the exposed end of the cam shaft w of the engine y. The brackets 2 extend from .opposite sides of the hub and form a pivotal mounting at 3-3 for the arms 4-4 to which the ball weights 5-5 are fixed. The rounded heads 6-6 of the arms are confined in the groove 7 between the collar flanges 88 of the collar 9 fixed upon the guide stem 10 slidable within the bore of the cam shaft w. The balls are normally held in against the hub 1 by the contraction of the springs 11-11,- the opposite ends of which are attached to the respective balls. The rotation of the cam shaft causes the balls to swing outward by centrifugal force against the tension of the springs, in proportionto the speed of the cam shaft. The outward swing of the balls on their pivots 33 causes the heads 6-6 to force the stem 10 inward.

The throttle lever 12 is fulcrumed at 13 in the end of the bracket 14 bolted to the crank case of the engine y. The short end of the lever is pivoted at 15 to the end of the stem 10, and is operated thereby. The tension of the governor control over this lever is modified by the spring 16 surrounding the guide rod 17 pivoted at 18 on the lever and guided in the lug 19 on the bracket 14. The

tension of this spring 16 is adjusted by means of the butterfly nut'20 screwed on the rod 17 and locked by the nut 21.

Thelong end of the lever is pivoted at 22 in the swivel bracket 23. The throttle rod 24 extends through this bracket and engages the arm 25 of the throttle valve 26 in the carbureter 27. The collar 28 fixed upon the throttle rod takes the pull of the lever 12 to reduce the engine speed by closing the throttle valve. The throttle valve is opened against the tension of the spring 29 encircling the throttle rod and'expended between the end of the swivel bracket 23 and the adjustable set collar 30 fixed upon the throttle rod by the set screw 31.

The definite tension of the governor is controlled in an obvious manner by the adjustable tension of the compensating spring 16, to fix the maximum limit that the governor can open the throttle.

Thus assembled, the governor Will take care of all normal variations in the engine load. Vhen the speed drops below the minimum the governor will open the throttle admitting more fuel until the engine picks up to normal speed. When the load is decreased or suddenly removed the governor will open, closing the throttle, reducing the fuel supply and hold the speed at the maximum.

It is obvious that it is very wasteful to run the engine at the maximum speed when not under load. Neither is it desirable to stop the engine. By the introduction of the spring 29, the tension of which is much less than the push of the governor, and just enough to operate the throttle valve, the latter can be closed independent of the governor.

The manual control consists of the rod 32 pivoted in the throttle arm 25 at 33, and the hand lever 34 at 35. This hand lever is pivoted at 36 on the center of the quadrant 37, and is provided with embossments to engage notches 38 formed in the side of the quadrant. By this arrangement the engine can be throttled down to the minimum speed possible and still maintain the necessary momentum in the fly wheel.

While I have shown and specifically de scribed the preferred manner of putting my invention into practice, I do not wish to sacrifice any statutory rights that entitle me to a liberal interpretation of my invention. Modifications in the construction and arrangement of the parts will suggest themselves to those skilled in this art, in adapt.- ing it to conditions not comprehended in the particular disclosure in the drawings, and the description.

Having thus described this invention, what is claimed and desired to be secured by Letters Patent is:

' A throttle control comprising a governor geared to the engine, a lever fulcrumed on the engine and operated by the governor, a compensating mechanism in counterbalancing relation to the governor and attached to said lever, a swivel bracket pivoted on said lever, a throttle rod slidable insaid bracket and attached to the throttle arm, stops fixed upon the throttle rod on opposite sides of said swivel bracket, a spring interposed between the swivel bracket and one of said stops, and a throttle rod attached to the said throttle arm and pivoted to an adjustable manual control.

In testimony whereof I have hereunto set my hand at Stockton, county of San Joaquin, State of California, this th day of October, 1912.

HENRY T. PBEBLE.

In presence of GEORGE E. CRANE, BALDWIN VALE, J. B. GARDNER. 

